EP1751438B1 - Cast, hollow crankshaft - Google Patents

Cast, hollow crankshaft Download PDF

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Publication number
EP1751438B1
EP1751438B1 EP05762854A EP05762854A EP1751438B1 EP 1751438 B1 EP1751438 B1 EP 1751438B1 EP 05762854 A EP05762854 A EP 05762854A EP 05762854 A EP05762854 A EP 05762854A EP 1751438 B1 EP1751438 B1 EP 1751438B1
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EP
European Patent Office
Prior art keywords
crankshaft
cast
hollow
cavity
core block
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EP05762854A
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German (de)
French (fr)
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EP1751438A1 (en
Inventor
Horst Henkel
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Rae-Gmbh
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Rae-Gmbh
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Publication of EP1751438A1 publication Critical patent/EP1751438A1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C3/00—Shafts; Axles; Cranks; Eccentrics
    • F16C3/04—Crankshafts, eccentric-shafts; Cranks, eccentrics
    • F16C3/06—Crankshafts
    • F16C3/08—Crankshafts made in one piece

Definitions

  • the invention relates to a cast hollow crankshaft crankshaft journal, connecting rod journal, crank arms, mass balancing oil passages, each extending from the outer periphery of a crankshaft journal to the outer circumference of a connecting rod journal and serve the bearing lubrication, and a cavity extending over a Crankshaft journal, extending a crank arm and a connecting rod journal.
  • crankshafts are an integral part of machinery (e.g., car and truck vehicle engines, marine engines, stationary engines, etc.).
  • a crankshaft has crankshaft journal, which serve to support the crankshaft in shaft bearings. It also includes connecting rod journal for the storage of connecting rods in connecting rod bearings.
  • connecting rod journal for the storage of connecting rods in connecting rod bearings.
  • oil channels are provided, each extending from the outer periphery of a crankshaft journal to the outer periphery of a connecting rod journal, so run through the shaft body.
  • the shaft bearings in a known manner via a central oil supply each supplied lubricant is forwarded upon rotation of the crankshaft to the connecting rod bearing, with which the respective shaft bearing is connected via the respective oil passage.
  • crankshafts are exposed to very heavy loads due to the temporally and locally strongly changing forces, torsional and bending moments and the resulting vibrations during machine operation. Therefore, such waves are mainly made massive, and indeed highly loaded waves are designed as forgings of eg steel and less loaded Cast steel or cast iron shafts of suitable choice.
  • the oil passages, each extending between a crankshaft journal and a connecting rod journal, are subsequently introduced into the shaft body, usually drilled.
  • it is known eg from the DE 196 12 678 A1 ), to form oil channels accordingly positioned metal tube during casting of the crankshaft with cast.
  • a disadvantage of the massive crankshafts are the heavy weight of the shafts, which has a negative effect on the fuel consumption of the engines, and the cost-intensive production of the forged shafts.
  • the subsequent introduction of the oil passages also involves the risk that drilling residues remain in the crankshaft, which can lead to damage to the engine.
  • crankshafts which are described in more detail below, are known in which, due to inserted casting cores, a cavity is freed in the interior of the crankshaft.
  • the shaft body of such hollow cast crankshafts have on the outer contour of the waves therefore numerous core holes, which arise through the necessary secure storage of the solid casting cores during the casting process and serve after casting to be able to remove the core material completely.
  • Such crankshafts can be produced in practice, but not in the Practice (in series) can be used in internal combustion engines, since they can not sustain the forces occurring during machine operation (in particular torsional and bending forces) in the long term.
  • lubricant can enter the crankshaft interior through the numerous core holes during engine operation, which results in imbalances.
  • the GB 2 143 615 A discloses a hollow cast crankshaft whose interior is made completely hollow.
  • openings are provided in the crankshaft journal and the connecting rod journal, which are connected by subsequently introduced or generated lubricant connection channels (eg flexible hoses or hose-like cavities in a subsequently filled in the crankshaft interior filler) are.
  • the in the DE 1 022 426 B shown hollow cast crankshaft has at substantially uniform wall thickness, several S-shaped cavities, which extend through crank arms, connecting rod bearings and crankshaft bearings. Since the cavities open out at their ends, the outer contour of the crankshaft is broken open at several points over a large area, as a result of which the crankshaft is considerably weakened. The arrangement of the cavities results in different, coherent strands of material. Connected strands of material and crank arms with oval cross-section serve to increase the stability of the crankshaft. To supply lubricant to the connecting rod bearing preformed, appropriately positioned pipes have been cast during casting of the crankshaft, each of which is exposed through the cavities.
  • the GB 481 928 shows a hollow cast crankshaft without oil channels.
  • the interior of the crankshaft is subdivided into numerous cell-like cavities.
  • the partitions are arranged transversely to the longitudinal axis of the crankshaft in the transition regions of connecting rod journal or crankshaft journal to the respective adjacent crank webs, ie the crankshaft journal and the connecting rod journal are formed completely hollow.
  • Other partitions are provided in the crank webs themselves. To increase the stability, arcuate transitions of the partitions into the adjacent walls and local internal hardening are proposed.
  • crankshaft without oil channels.
  • the crankshaft have different wall thicknesses or eccentric cavities corresponding to the different external forces.
  • one or more ribs extending longitudinally and / or perpendicularly to the crankshaft longitudinal axis may be present for stiffening.
  • the invention has for its object to provide a hollow cast crankshaft with high mechanical stability, which can be produced in series and permanently used in internal combustion engines, and to provide a method and a block mold for the production of such a crankshaft.
  • crankshaft according to the invention is hollow cast (hollow shaft), ie having a cavity which is freed due to special casting measures, can be achieve a high weight reduction, which has an advantageous effect on the fuel consumption, on the emission values and the running behavior of the machine.
  • the cavity need not be formed throughout the entire length of the crankshaft away, but it may also be formed of a plurality of cavity units.
  • a cavity unit may extend over the area of a connecting rod journal, the adjacent cheek, to the adjacent crankshaft journal;
  • a cavity unit could include the area of a connecting rod journal, the two laterally left and right adjoining crank arms and the following crankshaft journals (or parts thereof), etc.
  • the crankshaft In engine operation, the crankshaft is exposed to strong mechanical loads, such as torques, torsional forces, bending forces, alternating bending voltages and other stresses, vibrations, torsional vibrations, etc. ..
  • strong mechanical loads such as torques, torsional forces, bending forces, alternating bending voltages and other stresses, vibrations, torsional vibrations, etc. ..
  • the inventive stiffening element is achieved that despite the hollow design of the crankshaft for the shaft operation in an engine required mechanical stability or load capacity of the crankshaft, in particular the torsional and bending stiffness of the crankshaft, is given.
  • the inventive advantageously in the form of a strut, rib, wall or the like formed stiffening element extending in the cavity of a connecting rod journal on the adjoining crank arm to the adjacent crankshaft journal (that is arranged longitudinally to the crankshaft axis), effected during engine operation a targeted power flow, which dissipates the loads resulting from the ignition pressures of the pin associated cylinder of the respective connecting rod journal.
  • the stiffening element according to the invention extends in the cavity of a connecting rod journal to the right and left to the respective adjacent right and left crankshaft journal to forward the forces occurring uniformly in the direction of the crankshaft bearings (basic stock).
  • stiffening element is formed continuously in the longitudinal direction of the shaft, it may have openings formed transversely to the crankshaft longitudinal extent in its course.
  • the continuous stiffening element according to the invention can be arranged substantially centrally in the cavity, ie centrally (lying in the plane of symmetry).
  • two (or more) arranged substantially symmetrically to the center continuous stiffening elements in eg V-shaped or parallel arrangement or a central and a plurality of lateral continuous stiffening elements may be provided which lead via the crank arm to the adjacent crankshaft journal.
  • a plurality of continuous stiffening elements can be provided by a connecting rod journal.
  • stiffening elements are provided in the cavity which are not continuous, ie. the e.g. Locally in a range (area of a connecting rod journal, a crank arm or a crankshaft journal) are available.
  • stiffening elements may advantageously be in the form of ribs, webs, struts, walls, wall elements or the like.
  • the number, type, design, arrangement and dimensioning of the stiffening elements depend on the concrete application loads of the respective crankshaft, e.g. cylinder number and machine type, and can be determined by FE calculations, i. Calculations using the finite element method.
  • casting-related openings are formed in the outer contour of the crankshaft in areas subjected to less mechanical stress, and the crankshaft otherwise has a substantially closed outer contour.
  • This achieves a high mechanical stability of the crankshaft.
  • "Mechanically less stressed areas” are areas in which the resulting from the ignition pressures of the cylinder power flow is low. These are especially the contour areas of the mass balances.
  • the contour region of a mass balance begins at the side remote from the connecting rod bearing side of the crankshaft where the respective crankshaft bearing ends.
  • Casting technical openings are in the outer contour of the crankshaft due to the fact that for the Cavitation the inner cores on supports, core bars or the like must be stored safely.
  • the core material is removed from the cavity via the openings from the cast crankshaft. Further openings are formed on the end faces of the cast crankshaft. Due to the fact that the outer contour of the crankshaft according to the invention is thus substantially closed, the risk is further reduced that oil can enter the cavity of the crankshaft during engine operation and lead to imbalances.
  • crankshaft according to the invention is thus produced in a conventional way by means of solid casting cores which are mounted in a fixed outer shape.
  • Suitable casting materials are in particular cast iron in various designs, alloys and treatments.
  • the Lost Foam casting process which does not use solid, split outer shapes and embedded sand cores.
  • the lost foam process works on a different casting principle.
  • the lost form is a foam model, which corresponds in size, internal and external structure of the crankshaft to be cast.
  • the later cavity of the crankshaft is filled with a loose molding medium, and the foam model is embedded for casting in a loose molding medium (e.g., in binderless molding sand, fine grained steel gravel, etc.).
  • a problem with a conventional casting method to produce a hollow cranked crankshaft with stiffening element is that the connecting rod journal, ie the cranks, are arranged in different angular positions, which leads to difficulties in the production of the molds and the inner cores.
  • stiffening element (e) must be able to be gutted without residue.
  • crankshaft in which the connecting rod journal lie in a plane, in particular a four-cylinder crankshaft, produced in the mask-casting process. Because in such a crankshaft the connecting rod journal lie in a plane (0 ° or 180 °), a longitudinally divided outer shape (form mask) can be used.
  • a longitudinally divided outer shape form mask
  • the longitudinally divided outer mold corresponding inner cores for the formation of the cavity and the stiffening element, which are mounted on core supports or core bolts, installed. It should be noted that the storage, which leads to openings of the outer contour in the finished cast crankshaft, in areas that are not heavily loaded forces, so as not to reduce the mechanical stability of the crankshaft.
  • Crankshafts for an engine with a higher number of cylinders (especially with six cylinders and more), in which the connecting rod trunnions are not in one plane, are produced according to a further advantageous embodiment of the invention in a core block casting process.
  • the outer shape (block shape) for the outer contour shaping of the crankshaft according to the invention along the length of the shaft is divided longitudinally and transversely. The division transverse to the crankshaft longitudinal axis is required to realize the different angular positions of the connecting rod journal.
  • the division of the cross creates several core block units (also called floor cores).
  • the core block units are in turn each longitudinally divided (pitch along the crankshaft longitudinal axis) in order to install according to the later remaining cavity shaped inner cores can.
  • the core-block casting process should also be noted that the storage of the inner cores, which leads to openings of the outer contour in the finished cast crankshaft, in areas that are not heavily loaded forces, so as not to reduce the mechanical stability of the crankshaft.
  • the storage takes place at suitable places over appropriate core bars or core supports. Suitable storage locations are in particular the contour areas of the mass balances of the crankshaft.
  • the inner cores on either side of a later stiffening element may advantageously be interconnected, resulting in local openings in the later stiffening element (s). However, if these openings are small in size and properly formed and arranged, they do not impede the flow of forces.
  • the arranged on the end faces of the later crankshaft inner cores can be mounted on the lateral edges in the outer mold.
  • the principle of the core block casting method according to the invention for the manufacture of a crankshaft according to the invention is thus based on the fact that the complete block form is formed by stacking several core block units, each longitudinally split and mounted in the corresponding inner cores, stacked one above the other or lying side by side to be ordered. Subsequently, the crankshaft is poured conventionally.
  • the core stack is i.d.R. standing cast, but can also be cast lying with special precautions.
  • the crankshaft is removed from the block mold, and the core material of the inner cores is removed through the bearing openings.
  • core block units floor cores
  • the required number of core block units thus depends on the respective Concept of the crankshaft or the engine from.
  • the openings are provided in the mass balancing.
  • the mass balancers are areas of the crankshaft that are mechanically stressed, i. in which the resulting from the ignition pressures of the cylinder power flow is low. That During casting, the inner cores are stored in the area of the later mass balancing via corresponding core bolts or the like. Openings of the outer contour of the crankshaft in these areas do not weaken the mechanical stability of the crankshaft. Alternatively, openings could also be provided in areas between crankshaft bearings and mass balance.
  • openings in the mass balances themselves have the advantage that the risk that penetrates during engine operation spurting oil in the interior of the crankshaft, is lower or that possibly yet occurred oil is ejected due to the centrifugal force occurring during engine operation again.
  • the openings may each be formed in the lower region of the mass balancing to increase this effect.
  • the mass balancing could advantageously be opened laterally, on the sides that are not in the direction of rotation of the crankshaft.
  • the openings have a special shape (eg labyrinthine, Abrißkanten on the outer contour of the mass balance, changed geometry of the mass balance (unequal Cheeks), etc.), so that the entry of oil into the cavity is prevented.
  • a special shape eg labyrinthine, Abrißkanten on the outer contour of the mass balance, changed geometry of the mass balance (unequal Cheeks), etc.
  • the outer edges of the mass balancing are formed extended, i. realized in the form of demolition edges.
  • the oil passages run in a stiffening element and are subsequently introduced into the cast crankshaft, e.g. drilled.
  • Such oil passages can be made relatively narrow, so that the respective stiffening element can also have a relatively small width / can, which has an advantageous effect on the reduction of the crankshaft weight.
  • the oil passages are formed in the form of cast in the manufacture of crankshafts tube. Such tubes are injected or mounted in the production of the relevant inner core in this. Such introduction of the oil passages is procedurally easier to implement than a subsequent introduction of the oil passages, and there are no drilling residues.
  • Another advantage is that the oil channel does not have to run in a stiffening element, so that a greater freedom in the design and arrangement of the stiffening element or the stiffening elements is given.
  • cavities can be freed in crankshaft production by special cores, which later form an oil reservoir for bearing lubrication.
  • the compounds can be made to the respective camps.
  • crankshaft according to the invention hollow-cast in a conventional casting process with lost shape with continuous stiffening element with the features specified in the characterizing part of claim 11.
  • the individual procedural measures have already been described above.
  • oil passages in the crankshaft there are several possibilities: For later oil passages can be incorporated according to a first advantageous variant at appropriate points in the inner cores tubes, which are poured during casting of the shaft. In a second advantageous variant, the oil passages are introduced into the cast crankshaft by mechanical machining, e.g. drilled. Furthermore, there is the advantageous possibility of releasing cavities by inserting cores, which later serve as an oil reservoir for the bearing lubrication.
  • crankshaft journal 2 for the bearing of the crankshaft 1 in shaft bearings
  • connecting rod journal 3 for the storage of connecting rods in connecting rod bearings
  • crank arms 4a mass balances 4a and oil passages.
  • the oil channels which are not shown in the illustrated embodiment, since they are subsequently introduced here by mechanical, machining in the casting, each extending from the outer periphery 6 of a crankshaft journal 2 to the outer periphery 7 of a connecting rod journal 3 and serve the bearing lubrication.
  • the oil passages could also be formed in the form of cast-in tubes.
  • the crankshaft 1 is in a conventional casting process with lost solid external shape and in this embedded cores - and in this case advantageously in a core block casting process - Hollow and has, as can be seen in particular by a synopsis of Fig. 1, 2 and 3, a cavity 8, which extends over a connecting rod journal 3, a crank arm 4 and a crankshaft journal 2 away.
  • a continuous stiffening element 9 is provided to increase the mechanical strength, in particular the torsional and bending stiffness, of the crankshaft 1, which of the connecting rod journal 3 (see Fig. 1) via the adjacent thereto crank arm 4 (see. 2) to the adjacent crankshaft journal 2 (see Fig. 3) is continuous.
  • a longitudinally continuous stiffening element 9 is provided, which is arranged substantially centrally in the cavity 8.
  • the continuous stiffening element 9 is advantageously formed here wall-like, i. it extends from one side of the cavity wall to the opposite side of the cavity wall.
  • a plurality of continuous stiffening elements 9 could be provided, whereby not always a centrally arranged stiffening element is required.
  • non-continuous stiffening elements could also be provided to increase the stability. Transverse to the longitudinal course of the stiffening element 9 may be formed in the stiffening element casting technology related openings.
  • the continuous, designed here as a wall stiffening element 9 is of great importance for increasing the torsional and bending stiffness of the crankshaft 1.
  • a targeted power flow is effected during engine operation, of the connecting rod journal 3, the loads resulting from the firing pressures of the pin associated cylinder, via the adjacent crank arm 4 targeted in the direction of the adjacent crankshaft journal 2 dissipates.
  • the cavity extends from the connecting rod journal 3 in both directions to the left and right adjacent crankshaft journal 2 and the stiffening element 9 accordingly from the Connecting rod journal 3 from consistently to the left and right adjacent crankshaft journal 2 extends.
  • a casting-related conditional opening (core opening) 10 is provided in the mechanically less heavily loaded contour region of the mass balance 4a, and the crankshaft 1 has an otherwise substantially closed outer contour.
  • the crankshaft 1 according to the invention has a high mechanical stability, i. through the opening, the torsional and bending stiffness of the crankshaft 1 is not reduced.
  • the opening 10 is due to the fact that inner cores are required for the cavity formation in the conventional casting process, which must be stored in the outer shape of the core supports, core bars or the like.
  • the crankshaft 1 is gutted without residue on the openings 10 after casting.
  • the opening 10 is preferably formed in the illustrated embodiment (FIG. 2) in the lower region 11 of the mass balance 4a. This arrangement is advantageous because the risk is low that oil enters the interior of the crankshaft, which can lead to imbalances. Possibly. penetrated oil is due to the centrifugal force due to rotation again ejected from the cavity 8 and can not accumulate.
  • the core opening 10 extends here substantially over the entire width of the mass balance 4a. Alternatively, a smaller core opening or a plurality of small core openings could also be provided.
  • the front cheek 4aa and the rear cheek 4ab of the mass balance 4a are of different lengths, so that upon rotation of the crankshaft corresponding to the direction of arrow 12, a clearance 13 (a kind of "slipstream") is formed at the bottom of the mass balance 4a and oil from the core opening 10 is deflected.
  • the outer edges 14 of the mass balance 4a are extended and formed tapering, so that defined Abrißkanten 15 arise (see Fig. 2a). Adhering oil is selectively ejected at the Abrißkanten 15 upon rotation of the shaft so that it can not penetrate into the cavity 8.
  • FIG. 4 Another advantageous measure to prevent the penetration of oil is indicated in Fig. 4.
  • a plurality of openings 10 are provided in the lower region 11 of the mass balance 4a, which are designed such that the penetration of oil is difficult, and here oil-repellent additional ribs 16 are provided. Numerous other advantageous measures for reducing the ⁇ lindringgefahr are possible.
  • crankshaft 1 The non-illustrated portions of the crankshaft 1 are preferably formed according to the above.
  • crankshaft 1 hollowly cast with a conventional casting method.
  • this is only a concrete possibility to obtain the required stability of its crankshaft 1 for an engine.
  • Other variations of number, type, design and arrangement of stiffening elements 9 can lead to the same success. These factors can be determined by FE calculations.
  • FIGS. 5 and 6 An inventive core block form (block mold) 17 for producing a crankshaft 1 according to the invention in the core block casting method is shown in FIGS. 5 and 6.
  • the block mold 17 is formed longitudinally and transversely divided.
  • a plurality of core block units 18a, 18b, 18c are formed by transverse division at the cutting lines A-A, B-B. Due to the transverse division and arrangement freedom of the core block units 18 can be any angular positions of the connecting rod journal 3 realize.
  • the core block units 18 are in turn each longitudinally divided (corresponding to the sectional lines C-C in Fig.
  • inner cores can be built into the core block units 18 to form the cavity 8 and to form the stiffening element 9.
  • the inner cores are mounted in the outer regions in the contour regions of the mass compensations 4a.
  • the halves of the core block units 18 are respectively assembled and the core block units 18 stacked one above another in the embodiment so that a block mold 17 as shown in FIG. 5 is formed becomes.
  • the crankshaft 1 is poured standing here in a conventional manner. The crankshaft 1 is removed from the block mold 17, and the core material of the inner cores removed through the storage openings.
  • the illustrated in Fig. 5 and 6 number of core block units 18 and the illustrated angular positions of the connecting rod journal 3 in the crankshaft 1 shown are exemplary.
  • the required number of core block units 18 thus depends on the respective design of the crankshaft 1 and the engine and therefore varies from crankshaft to crankshaft.

Abstract

The aim of the invention is to reduce the weight of a cast crankshaft (1) and maintain the stability. To achieve this, the invention provides a crankshaft (1) comprising crankshaft bearing pins (2), connecting-rod bearing pins (3), crankshaft webs (4), mass counter-weights (4a) and oil channels, which is hollow-cast in a conventional lost-mould casting method, in which solid casting cores are laid in a solid external mould. A continuous reinforcement element (9) is provided in the cavity (8) to increase the mechanical load-bearing capacity, in particular the torsional and flexural strength of the crankshaft (1), said element running continuously from a connecting-rod bearing pin (3), via an adjoining crankshaft web (4) to a neighbouring crankshaft bearing pin (2). Openings (10) produced by the casting process are provided in the contour regions of the mass counter-weights (4a) that are subjected to the least stress and the remainder of the external contour of the crankshaft (1) is essentially solid.

Description

Die Erfindung betrifft eine gegossene hohle Kurbelwelle mit Kurbelwellen-Lagerzapfen, Pleuel-Lagerzapfen, Kurbelwangen, Massenausgleichen, Ölkanälen, die jeweils vom Außenumfang eines Kurbelwellen-Lagerzapfens zum Außenumfang eines Pleuel-Lagerzapfens verlaufen und der Lagerschmierung dienen, und einem Hohlraum, der sich über einen Kurbelwellen-Lagerzapfen, eine Kurbelwange und einen Pleuel-Lagerzapfen hinweg erstreckt.The invention relates to a cast hollow crankshaft crankshaft journal, connecting rod journal, crank arms, mass balancing oil passages, each extending from the outer periphery of a crankshaft journal to the outer circumference of a connecting rod journal and serve the bearing lubrication, and a cavity extending over a Crankshaft journal, extending a crank arm and a connecting rod journal.

Kurbelwellen sind wesentlicher Bestandteil von Maschinen (z.B. PKW- und LKW-Fahrzeugmotoren, Schiffsmotoren, stationären Motoren usw.). Eine Kurbelwelle weist dabei Kurbelwellen-Lagerzapfen auf, die der Lagerung der Kurbelwelle in Wellenlagern dienen. Ferner umfaßt sie Pleuel-Lagerzapfen für die Lagerung von Pleuelstangen in Pleuellagern. Zur Schmierung der Pleuellager sind Ölkanäle vorgesehen, die sich jeweils vom Außenumfang eines Kurbelwellen-Lagerzapfens zum Außenumfang eines Pleuel-Lagerzapfens erstrecken, also durch den Wellenkörper verlaufen. Das den Wellenlagern in bekannter Weise über eine zentrale Ölversorgung jeweils zugeführte Schmiermittel wird bei Rotation der Kurbelwelle an das Pleuellager, mit dem das jeweilige Wellenlager über den betreffenden Ölkanal verbunden ist, weitergeleitet.Crankshafts are an integral part of machinery (e.g., car and truck vehicle engines, marine engines, stationary engines, etc.). A crankshaft has crankshaft journal, which serve to support the crankshaft in shaft bearings. It also includes connecting rod journal for the storage of connecting rods in connecting rod bearings. For lubrication of the connecting rod bearing oil channels are provided, each extending from the outer periphery of a crankshaft journal to the outer periphery of a connecting rod journal, so run through the shaft body. The shaft bearings in a known manner via a central oil supply each supplied lubricant is forwarded upon rotation of the crankshaft to the connecting rod bearing, with which the respective shaft bearing is connected via the respective oil passage.

Kurbelwellen sind aufgrund der sich beim Maschinenbetrieb zeitlich und örtlich stark ändernden Kräfte, Dreh- und Biegemonente und der daraus resultierenden Schwingungen sehr starken Belastungen ausgesetzt. Daher werden solche Wellen überwiegend massiv gefertigt, und zwar werden hochbelastete Wellen als Schmiedeteile aus z.B. Stahl ausgeführt und geringer belastete Wellen aus Stahl oder Gußeisen geeigneter Wahl gegossen. Die Ölkanäle, die jeweils zwischen einem Kurbelwellen-Lagerzapfen und einem Pleuel-Lagerzapfen verlaufen, werden nachträglich in den Wellenkörper eingebracht, i.d.R. gebohrt. Alternativ ist bekannt (z.B. aus der DE 196 12 678 A1 ), zur Ausbildung von Ölkanälen entsprechend positionierte Metallröhrchen beim Gießen der Kurbelwelle mit einzugießen. Nachteilig bei den massiven Kurbelwellen sind das sich auf den Kraftstoffverbrauch der Motoren negativ auswirkende hohe Gewicht der Wellen und die kostenintensive Fertigung bei den geschmiedeten Wellen. Das nachträgliche Einbringen der Ölkanäle birgt darüber hinaus die Gefahr, daß Bohrrückstände in der Kurbelwelle verbleiben, was zu einer Schädigung des Motors führen kann.Crankshafts are exposed to very heavy loads due to the temporally and locally strongly changing forces, torsional and bending moments and the resulting vibrations during machine operation. Therefore, such waves are mainly made massive, and indeed highly loaded waves are designed as forgings of eg steel and less loaded Cast steel or cast iron shafts of suitable choice. The oil passages, each extending between a crankshaft journal and a connecting rod journal, are subsequently introduced into the shaft body, usually drilled. Alternatively, it is known (eg from the DE 196 12 678 A1 ), to form oil channels accordingly positioned metal tube during casting of the crankshaft with cast. A disadvantage of the massive crankshafts are the heavy weight of the shafts, which has a negative effect on the fuel consumption of the engines, and the cost-intensive production of the forged shafts. The subsequent introduction of the oil passages also involves the risk that drilling residues remain in the crankshaft, which can lead to damage to the engine.

Zur Gewichtsreduktion sind beispielsweise aus der DE 42 39 691 A1 und der DE 195 36 349 C1 hohl ausgeführte Kurbelwellen bekannt, die aus einzelnen Platten und Rohren bzw. aus mehreren Segmenten zusammengesetzt (verschweißt) sind. Die Ölkanäle sind in Form von eingelegten Rohren oder in Form von in die Segmente eingebrachten Öffnungen realisiert. Derartige Wellen sind aufwendig in der Herstellung sowie relativ instabil und daher nicht für höhere Belastungen geeignet.For weight loss, for example, from the DE 42 39 691 A1 and the DE 195 36 349 C1 hollow crankshafts known which are composed of individual plates and tubes or of several segments (welded). The oil channels are realized in the form of inserted tubes or in the form of openings introduced into the segments. Such waves are expensive to manufacture and relatively unstable and therefore not suitable for higher loads.

Ferner sind weiter unten näher beschriebene, hohlgegossene Kurbelwellen bekannt, bei denen aufgrund eingelegter Gießkerne ein Hohlraum im Inneren der Kurbelwelle freigespart ist. Die Wellenkörper derart hohlgegossener Kurbelwellen weisen an der Außenkontur der Wellen daher zahlreiche Kernlöcher auf, die durch die nötige sichere Lagerung der festen Gießkerne während des Gießprozesses entstehen und nach dem Gießen dazu dienen, das Kernmaterial vollständig entfernen zu können. Solche Kurbelwellen sind in der Praxis herstellbar, aber nicht in der Praxis (in Serie) in Brennkraftmaschinen einsetzbar, da sie auf Dauer nicht den beim Maschinenbetrieb auftretenden Kräften (insbesondere Torsions- und Biegekräften) Stand halten können. Ferner kann durch die zahlreichen Kernlöcher beim Maschinenbetrieb Schmiermittel in den Kurbelwelleninnenraum gelangen, was Unwuchten zur Folge hat.Furthermore, hollow-cast crankshafts, which are described in more detail below, are known in which, due to inserted casting cores, a cavity is freed in the interior of the crankshaft. The shaft body of such hollow cast crankshafts have on the outer contour of the waves therefore numerous core holes, which arise through the necessary secure storage of the solid casting cores during the casting process and serve after casting to be able to remove the core material completely. Such crankshafts can be produced in practice, but not in the Practice (in series) can be used in internal combustion engines, since they can not sustain the forces occurring during machine operation (in particular torsional and bending forces) in the long term. Furthermore, lubricant can enter the crankshaft interior through the numerous core holes during engine operation, which results in imbalances.

Die GB 2 143 615 A offenbart eine hohlgegossene Kurbelwelle, deren Innenraum vollkommen hohl ausgeführt ist. Um die Versorgung der Lager mit Schmiermittel zu ermöglichen, sind in den Kurbelwellen-Lagerzapfen und in den Pleuel-Lagerzapfen Öffnungen vorgesehen, die durch nachträglich eingebrachte bzw. erzeugte Schmiermittelverbindungskanäle (z.B. flexible Schläuche oder schlauchartige Hohlräume in einem nachträglich in den Kurbelwelleninnenraum eingefüllten Füllmittel) verbunden sind.The GB 2 143 615 A discloses a hollow cast crankshaft whose interior is made completely hollow. In order to enable the supply of lubricant to the bearings, openings are provided in the crankshaft journal and the connecting rod journal, which are connected by subsequently introduced or generated lubricant connection channels (eg flexible hoses or hose-like cavities in a subsequently filled in the crankshaft interior filler) are.

Die in der DE 1 022 426 B gezeigte hohlgegossene Kurbelwelle weist bei im wesentlichen gleichmäßiger Wandstärke mehrere, z.T. S-förmig ausgebildete Hohlräume auf, die sich durch Kurbelarme, Pleuellager und Kurbelwellenlager erstrecken. Da die Hohlräume an ihren Enden ausmünden, ist die Außenkontur der Kurbelwelle an mehreren Stellen großräumig durchbrochen, wodurch die Kurbelwelle erheblich geschwächt ist. Durch die Anordnung der Hohlräume ergeben sich unterschiedliche, zusammenhängende Materialstränge. Zusammenhängende Materialstränge und Kurbelarme mit ovalem Querschnitt dienen der Stabilitätserhöhung der Kurbelwelle. Zur Schmiermittelversorgung der Pleuellager sind vorgeformte, entsprechend positionierte Rohre beim Gießen der Kurbelwelle mit eingegossen worden, die jeweils freiliegend durch die Hohlräume verlaufen.The in the DE 1 022 426 B shown hollow cast crankshaft has at substantially uniform wall thickness, several S-shaped cavities, which extend through crank arms, connecting rod bearings and crankshaft bearings. Since the cavities open out at their ends, the outer contour of the crankshaft is broken open at several points over a large area, as a result of which the crankshaft is considerably weakened. The arrangement of the cavities results in different, coherent strands of material. Connected strands of material and crank arms with oval cross-section serve to increase the stability of the crankshaft. To supply lubricant to the connecting rod bearing preformed, appropriately positioned pipes have been cast during casting of the crankshaft, each of which is exposed through the cavities.

Die GB 481 928 zeigt eine hohlgegossene Kurbelwelle ohne Ölkanäle. Durch eingegossene Versteifungstrennwände ist der Innenraum der Kurbelwelle in zahlreiche zellenähnliche Hohlräume untergliedert. Dabei sind die Trennwände in den Übergangsbereichen von Pleuel-Lagerzapfen bzw. Kurbelwellen-Lagerzapfen zu den jeweils angrenzenden Kurbelwangen quer zur Längsachse der Kurbelwelle angeordnet, d.h. die Kurbelwellen-Lagerzapfen und die Pleuel-Lagerzapfen sind vollkommen hohl ausgebildet. Weitere Trennwände sind in den Kurbelwangen selbst vorgesehen. Zur Stabilitätserhöhung werden bogenförmige Übergänge der Trennwände in die angrenzenden Wände und lokale interne Härtung vorgeschlagen.The GB 481 928 shows a hollow cast crankshaft without oil channels. By cast-in stiffening partitions, the interior of the crankshaft is subdivided into numerous cell-like cavities. In this case, the partitions are arranged transversely to the longitudinal axis of the crankshaft in the transition regions of connecting rod journal or crankshaft journal to the respective adjacent crank webs, ie the crankshaft journal and the connecting rod journal are formed completely hollow. Other partitions are provided in the crank webs themselves. To increase the stability, arcuate transitions of the partitions into the adjacent walls and local internal hardening are proposed.

In der DE 678 539 C wird eine hohlgegossene Kurbelwelle ohne Ölkanäle beschrieben. Zur Verbesserung der Stabilität wird vorgeschlagen, daß die Kurbelwelle entsprechend den verschieden großen äußeren Krafteinwirkungen verschieden große Wandstärken bzw. exzentrische Hohlräume aufweist. Zusätzlich können zur Versteifung eine oder mehrere längs und/oder senkrecht zur Kurbelwellenlängsachse verlaufende Rippen vorhanden sein.In the DE 678 539 C describes a hollow cast crankshaft without oil channels. To improve the stability, it is proposed that the crankshaft have different wall thicknesses or eccentric cavities corresponding to the different external forces. In addition, one or more ribs extending longitudinally and / or perpendicularly to the crankshaft longitudinal axis may be present for stiffening.

Der Erfindung liegt die Aufgabe zugrunde, eine hohlgegossene Kurbelwelle mit hoher mechanischer Stabilität zu schaffen, die in Serie herstellbar und in Brennkraftmaschinen dauerhaft einsetzbar ist, sowie ein Verfahren und eine Blockform für die Herstellung einer derartigen Kurbelwelle bereitzustellen.The invention has for its object to provide a hollow cast crankshaft with high mechanical stability, which can be produced in series and permanently used in internal combustion engines, and to provide a method and a block mold for the production of such a crankshaft.

Diese Aufgabe wird erfindungsgemäß gelöst durch eine gegossene Kurbelwelle mit den Merkmalen des Anspruches 1.This object is achieved by a cast crankshaft with the features of claim 1.

Dadurch, daß die erfindungsgemäße Kurbelwelle hohlgegossen ist (Hohlwelle), d.h. einen Hohlraum aufweist, der aufgrund besonderer gießtechnischer Maßnahmen freigespart ist, läßt sich eine hohe Gewichtsreduktion erreichen, was sich vorteilhaft auf den Kraftstoffverbrauch, auf die Emissionswerte und das Laufverhalten der Maschine auswirkt. Der Hohlraum muß nicht über die gesamte Länge der Kurbelwelle hinweg durchgängig ausgebildet sein, sondern er kann auch aus mehreren Hohlraumeinheiten gebildet sein. Eine Hohlraumeinheit kann sich beispielsweise über den Bereich eines Pleuel-Lagerzapfens, der angrenzenden Wange bis zu dem benachbarten Kurbelwellen-Lagerzapfen erstrecken; alternativ könnte eine Hohlraumeinheit den Bereich eines Pleuel-Lagerzapfens, die beiden seitlich daran links und rechts anschließenden Kurbelwangen und die folgenden Kurbelwellen-Lagerzapfen (oder Teile davon) umfassen, usw..The fact that the crankshaft according to the invention is hollow cast (hollow shaft), ie having a cavity which is freed due to special casting measures, can be achieve a high weight reduction, which has an advantageous effect on the fuel consumption, on the emission values and the running behavior of the machine. The cavity need not be formed throughout the entire length of the crankshaft away, but it may also be formed of a plurality of cavity units. For example, a cavity unit may extend over the area of a connecting rod journal, the adjacent cheek, to the adjacent crankshaft journal; Alternatively, a cavity unit could include the area of a connecting rod journal, the two laterally left and right adjoining crank arms and the following crankshaft journals (or parts thereof), etc.

Beim Maschinenbetrieb ist die Kurbelwelle starken mechanischen Belastungen ausgesetzt, wie z.B. Drehmonenten, Torsionskräften, Biegekräften, Biegewechselspannungen und anderen Spannungen, Schwingungen, Drehschwingungen usw.. Durch das in dem freigesparten Hohlraum vorgesehene, erfindungsgemäße Versteifungselement wird erreicht, daß trotz der hohlen Ausführung der Kurbelwelle die für den Wellenbetrieb in einem Motor erforderliche mechanische Stabilität bzw. Belastbarkeit der Kurbelwelle, insbesondere die Torsions- und Biegesteifigkeit der Kurbelwelle, gegeben ist. Das erfindungsgemäße, vorteilhafterweise in Form einer Verstrebung, Rippe, Wand oder dergleichen ausgebildete Versteifungselement, das sich im Hohlraum von einem Pleuel-Lagerzapfen über die daran angrenzende Kurbelwange zu dem benachbarten Kurbelwellen-Lagerzapfen erstreckt (also längs zur Kurbelwellenachse angeordnet ist), bewirkt beim Motorbetrieb einen gezielten Kraftfluß, der von dem jeweiligen Pleuellagerzapfen die Belastungen, die aus den Zünddrücken des dem Zapfen zugeordneten Zylinders resultieren, abführt. Dies bedeutet, daß die auf das Pleullager einwirkenden Kräfte gezielt in Richtung auf das benachbarte Kurbelwellenlager weitergeleitet werden. Vorteilhafterweise erstreckt sich das erfindungsgemäße Versteifungselement in dem Hohlraum von einem Pleuel-Lagerzapfen aus nach rechts und links zu dem jeweils benachbarten rechten und linken Kurbelwellen-Lagerzapfen, um die auftretenden Kräfte gleichmäßig in Richtung auf die Kurbelwellenlager (Grundlager) weiterzuleiten.In engine operation, the crankshaft is exposed to strong mechanical loads, such as torques, torsional forces, bending forces, alternating bending voltages and other stresses, vibrations, torsional vibrations, etc. .. Provided by the provided in the freigesparten cavity, the inventive stiffening element is achieved that despite the hollow design of the crankshaft for the shaft operation in an engine required mechanical stability or load capacity of the crankshaft, in particular the torsional and bending stiffness of the crankshaft, is given. The inventive, advantageously in the form of a strut, rib, wall or the like formed stiffening element extending in the cavity of a connecting rod journal on the adjoining crank arm to the adjacent crankshaft journal (that is arranged longitudinally to the crankshaft axis), effected during engine operation a targeted power flow, which dissipates the loads resulting from the ignition pressures of the pin associated cylinder of the respective connecting rod journal. This means that the acting on the pleullager Forces are selectively forwarded towards the adjacent crankshaft bearing. Advantageously, the stiffening element according to the invention extends in the cavity of a connecting rod journal to the right and left to the respective adjacent right and left crankshaft journal to forward the forces occurring uniformly in the direction of the crankshaft bearings (basic stock).

Obwohl das Versteifungselement in Längsrichtung der Welle durchgängig ausgebildet ist, kann es in seinem Verlauf quer zur Kurbelwellenlängserstreckung ausgebildete Öffnungen aufweisen. Diese resultieren daraus, daß es für den Gießprozeß vorteilhaft ist, wenn die zur Formgebung des Hohlraumes benötigten Innenkerne beidseits des späteren Versteifungselementes für eine sichere Lagerung miteinander über Stege verbunden sind. Außerdem erleichtern derartige Querverbindungen nach dem Gießen die vollständige Entfernung des Kernmaterials.Although the stiffening element is formed continuously in the longitudinal direction of the shaft, it may have openings formed transversely to the crankshaft longitudinal extent in its course. These result from the fact that it is advantageous for the casting process when the inner cores required for shaping the cavity are connected to one another via webs on both sides of the later reinforcing element for secure mounting. In addition, such cross-links facilitate the complete removal of the core material after casting.

Das erfindungsgemäße durchgängige Versteifungselement kann in dem Hohlraum im wesentlichen zentral, d.h. mittig (in der Symmetrieebene liegend), angeordnet sein. Alternativ können beispielsweise auch zwei (oder mehrere) im wesentlichen symmetrisch zur Mitte angeordnete durchgängige Versteifungselemente in z.B. V-förmiger oder paralleler Anordnung oder ein mittiges und mehrere seitliche durchgängige Versteifungselemente vorgesehen sein, die über die Kurbelwange zu dem benachbarten Kurbelwellen-Lagerzapfen führen. In einer vorteilhaften Weiterbildung der Erfindung können also von einem Pleuel-Lagerzapfen aus mehrere durchgängige Versteifungselemente vorgesehen sein. Bei mehreren durchgängigen Versteifungselementen ist es auch möglich, daß sich nicht alle Versteifungselemente bis in den Hohlraum des jeweiligen Kurbelwellen-Lagerzapfens erstrecken, sondern die äußeren Versteifungselemente können z.B. in den Mantel des Kurbelwellen-Lagerzapfens führen.The continuous stiffening element according to the invention can be arranged substantially centrally in the cavity, ie centrally (lying in the plane of symmetry). Alternatively, for example, two (or more) arranged substantially symmetrically to the center continuous stiffening elements in eg V-shaped or parallel arrangement or a central and a plurality of lateral continuous stiffening elements may be provided which lead via the crank arm to the adjacent crankshaft journal. In an advantageous development of the invention, therefore, a plurality of continuous stiffening elements can be provided by a connecting rod journal. With several continuous stiffening elements, it is also possible that not all stiffening elements extend into the cavity of the respective crankshaft journal, but the outer stiffening elements For example, they can lead into the jacket of the crankshaft journal.

Ferner kann es zur weiteren Stabilitätserhöhung vorteilhaft sein, wenn zusätzlich zu dem mindestens einen erfindungsgemäßen durchgängigen Versteifungselement in dem Hohlraum Versteifungselemente vorgesehen sind, die nicht durchgängig ausgebildet sind, d.h. die z.B. lokal in einem Bereich (Bereich eines Pleuel-Lagerzapfens, einer Kurbelwange bzw. eines Kurbelwellen-Lagerzapfens) vorhanden sind. Diese können vorteilhafterweise in Form von Rippen, Stegen, Streben, Wänden, Wandelementen oder dergleichen ausgebildet sein.Furthermore, it may be advantageous for further increase in stability if, in addition to the at least one continuous stiffening element according to the invention, stiffening elements are provided in the cavity which are not continuous, ie. the e.g. Locally in a range (area of a connecting rod journal, a crank arm or a crankshaft journal) are available. These may advantageously be in the form of ribs, webs, struts, walls, wall elements or the like.

Insgesamt hängen Anzahl, Art, Ausbildung, Anordnung und Dimensionierung der Versteifungselemente (durchgängig und/oder nicht durchgängig) von den konkreten Einsatzbelastungen der jeweiligen Kurbelwelle ab, z.B. von der Zylinderzahl und Maschinenart, und lassen sich durch FE-Berechnungen, d.h. Berechnungen nach der Finite-Elemente-Methode, ermitteln.Overall, the number, type, design, arrangement and dimensioning of the stiffening elements (continuous and / or non-continuous) depend on the concrete application loads of the respective crankshaft, e.g. cylinder number and machine type, and can be determined by FE calculations, i. Calculations using the finite element method.

Erfindungsgemäß sind gießtechnisch bedingte Öffnungen in der Außenkontur der Kurbelwelle in mechanisch weniger stark beanspruchten Bereichen ausgebildet, und die Kurbelwelle weist ansonsten eine im wesentlichen geschlossene Außenkontur auf. Damit wird eine hohe mechanische Stabilität der Kurbelwelle erzielt. "Mechanisch weniger stark beanspruchte Bereiche" sind Bereiche, in denen der aus den Zünddrücken der Zylinder resultierende Kräftefluß gering ist. Dies sind insbesodere die Konturenbereiche der Massenausgleiche. Dabei beginnt der Konturenbereich eines Massenausgleiches an der von dem Pleuellager abgewandten Seite der Kurbelwelle dort, wo das betreffende Kurbelwellenlager endet. Gießtechnisch sind Öffnungen in der Außenkontur der Kurbelwelle dadurch bedingt, daß für die Hohlraumbildung die Innenkerne über Stützen, Kernriegel oder dergleichen sicher gelagert werden müssen. Über die Öffnungen wird aus der gegossenen Kurbelwelle das Kernmaterial aus dem Hohlraum entfernt. Weitere Öffungen sind an den Stirnseiten der gegossenen Kurbelwelle ausgebildet. Dadurch, daß die Außenkontur der erfindungsgemäßen Kurbelwelle somit im wesentlichen geschlossen ist, wird ferner die Gefahr verringert, daß beim Motorbetrieb Öl in den Hohlraum der Kurbelwelle gelangen und zu Unwuchten führen kann.According to the invention, casting-related openings are formed in the outer contour of the crankshaft in areas subjected to less mechanical stress, and the crankshaft otherwise has a substantially closed outer contour. This achieves a high mechanical stability of the crankshaft. "Mechanically less stressed areas" are areas in which the resulting from the ignition pressures of the cylinder power flow is low. These are especially the contour areas of the mass balances. In this case, the contour region of a mass balance begins at the side remote from the connecting rod bearing side of the crankshaft where the respective crankshaft bearing ends. Casting technical openings are in the outer contour of the crankshaft due to the fact that for the Cavitation the inner cores on supports, core bars or the like must be stored safely. The core material is removed from the cavity via the openings from the cast crankshaft. Further openings are formed on the end faces of the cast crankshaft. Due to the fact that the outer contour of the crankshaft according to the invention is thus substantially closed, the risk is further reduced that oil can enter the cavity of the crankshaft during engine operation and lead to imbalances.

Falls es für eine bessere Kernlagerung und das Entfernen von Kernmaterial nach dem Gießen zweckmäßig sein sollte, besteht in Abhängigkeit von der konkreten Ausführung der Kurbelwelle die Möglichkeit, in den Konturenbereichen jeweils auf Achsmitte des Pleuellagers und Kurbelwellenlagers kleindimensionierte Öffnungen (z.B. mit einem Durchmesser von ca. 8 mm) in der Außenkontur der Kurbelwelle auszubilden. Bei entsprechender Konzeption der Kurbelwelle bleibt trotz dieser Öffnungen eine ausreichende mechanische Stabilität erhalten. Gegebenenfalls sind solche Öffnungen im Rahmen von Nachbearbeitungsmaßnahmen wieder zu verschließen.If it should be expedient for a better core storage and the removal of core material after casting, depending on the specific design of the crankshaft, it is possible in the contour regions each on the center of the conrod bearing and crankshaft bearing small sized openings (eg with a diameter of approx. 8 mm) in the outer contour of the crankshaft. With appropriate design of the crankshaft despite these openings sufficient mechanical stability is maintained. If necessary, such openings are to be closed again in the context of post-processing measures.

Die Herstellung einer hohlgegossenen Kurbelwelle mit einem oder mehreren eingegossenen Versteifungselementen und im wesentlichen geschlossener Außenkontur erfolgt erfindungsgemäß in einem konventionellen Gießverfahren mit verlorener Form. Eine erfindungsgemäße Kurbelwelle wird also auf herkömmlichem Wege erzeugt mit Hilfe fester Gießkerne, die in einer festen Außenform gelagert sind. Geeignete Gußmaterialien sind insbesondere Gußeisen in verschiedenen Ausführungen, Legierungen und Behandlungen.The production of a hollow-cast crankshaft with one or more cast-in stiffening elements and substantially closed outer contour takes place according to the invention in a conventional casting process with lost shape. A crankshaft according to the invention is thus produced in a conventional way by means of solid casting cores which are mounted in a fixed outer shape. Suitable casting materials are in particular cast iron in various designs, alloys and treatments.

Konventionelles Gießverfahren mit verlorener Form, bei dem feste Gießkerne in einer festen Außenform gelagert sind, bedeutet, daß für die Bildung der Außenkontur der Kurbelwelle feste Außenformen (z.B. Maskenformen, Handformen, Maschinenformen) und für die Bildung der Innenkontur der Kurbelwelle insbesondere Sandkerne, die in die Außenform eingelegt werden, zum Einsatz kommen. Verlorene Außenformen umfassen in der Regel einen mineralischen, feuerfesten, körnigen Grundstoff mit einem Bindemittel sowie oft mit verschiedenen Zusätzen (z.B. zur Erzielung guter Oberflächen). Nach jedem Abguß werden derartige Außenformen zerstört. Sandkerne für die Bildung der Innenkontur sind in bekannter Weise mit unterschiedlichen und üblichen Fertigungsverfahren herstellbar.Conventional lost-mold casting in which solid cores are stored in a fixed outer shape means that for the formation of the outer contour of the crankshaft solid outer shapes (eg mask shapes, hand shapes, machine shapes) and for the formation of the inner contour of the crankshaft sand cores, in particular the outer mold are inserted, are used. Lost exterior forms typically include a mineral, refractory, granular base with a binder, and often with various additives (e.g., to provide good surfaces). After each casting such outer shapes are destroyed. Sand cores for the formation of the inner contour can be produced in a known manner with different and conventional manufacturing processes.

Nicht zu den konventionellen Gießverfahren gemäß dieser genannten Definition zählt das Lost Foam Gießverfahren, bei welchem keine festen, geteilten Außenformen und in diese eingelagerte Sandkerne verwendet werden. Das Lost Foam Verfahren arbeitet nach einem anderen Gießprinzip. Beim Lost Foam Gießverfahren ist die verlorene Form ein Schaumstoffmodell, das in Maß, Innen- und Außenaufbau der zu gießenden Kurbelwelle entspricht. Der spätere Hohlraum der Kurbelwelle wird mit einem losen Formmedium gefüllt, und das Schaumstoffmodell wird zum Gießen in ein loses Formmedium (z.B. in bindemittelfreien Formsand, feinkörnigen Stahlkies usw.) eingebettet.Not the conventional casting process according to this definition is the Lost Foam casting process, which does not use solid, split outer shapes and embedded sand cores. The lost foam process works on a different casting principle. In Lost Foam casting process the lost form is a foam model, which corresponds in size, internal and external structure of the crankshaft to be cast. The later cavity of the crankshaft is filled with a loose molding medium, and the foam model is embedded for casting in a loose molding medium (e.g., in binderless molding sand, fine grained steel gravel, etc.).

Ein Problem, mit einem konventionellen Gießverfahren eine hohl ausgeführte Kurbelwelle mit Versteifungselement zu erzeugen, kommt daher, daß die Pleuel-Lagerzapfen, d.h. die Kurbeln, in unterschiedlichen Winkelstellungen angeordnet sind, was zu Schwierigkeiten bei der Herstellung der Gießformen und der Innenkerne führt. Außerdem muß nach dem Gießen der Hohlraum trotz Versteifungselement(e) rückstandsfrei entkernbar sein.A problem with a conventional casting method to produce a hollow cranked crankshaft with stiffening element, is that the connecting rod journal, ie the cranks, are arranged in different angular positions, which leads to difficulties in the production of the molds and the inner cores. In addition, after casting, the cavity despite stiffening element (e) must be able to be gutted without residue.

In einer vorteilhaften Ausführung der Erfindung ist eine Kurbelwelle, bei der die Pleuel-Lagerzapfen in einer Ebene liegen, insbesondere eine Vierzylinder-Kurbelwelle, im Masken-gießverfahren hergestellt. Weil bei einer derartigen Kurbelwelle die Pleuel-Lagerzapfen in einer Ebene (0° bzw. 180°) liegen, kann eine längsgeteilte Außenform (Formmaske) zum Einsatz kommen. In die längsgeteilte Außenform werden entsprechende Innenkerne für die Ausbildung des Hohlraumes und des Versteifungselementes, die über Kernstützen bzw. Kernriegel gelagert werden, eingebaut. Dabei ist zu beachten, daß die Lagerung, die zu Öffnungen der Außenkontur bei der fertig gegossenen Kurbelwelle führt, in Bereichen erfolgt, die nicht stark kräftebelastet sind, um die mechanische Stabilität der Kurbelwelle nicht zu mindern.In an advantageous embodiment of the invention is a crankshaft, in which the connecting rod journal lie in a plane, in particular a four-cylinder crankshaft, produced in the mask-casting process. Because in such a crankshaft the connecting rod journal lie in a plane (0 ° or 180 °), a longitudinally divided outer shape (form mask) can be used. In the longitudinally divided outer mold corresponding inner cores for the formation of the cavity and the stiffening element, which are mounted on core supports or core bolts, installed. It should be noted that the storage, which leads to openings of the outer contour in the finished cast crankshaft, in areas that are not heavily loaded forces, so as not to reduce the mechanical stability of the crankshaft.

Kurbelwellen für einen Motor mit einer höheren Zylinderzahl (insbesondere mit Sechszylindern und mehr), bei denen die Pleuellagerzapfen nicht in einer Ebene liegen, sind gemäß einer weiteren vorteilhaften Ausführung der Erfindung in einem Kernblock-Gießverfahren hergestellt. Um die unterschiedlichen Winkelstellungen der Pleuel-Lagerzapfen und den Hohlraum mit Versteifungselement(en) zu realisieren, wird die Außenform (Blockform) für die Außenkontur-Formgebung der Kurbelwelle erfindungsgemäß über die Länge der Welle längs und quer geteilt. Die Teilung quer zur Kurbelwellenlängsachse ist erforderlich, um die unterschiedlichen Winkelstellungen der Pleuel-Lagerzapfen zu realisieren. Durch die Querteilung entstehen mehrere Kernblockeinheiten (auch Etagenkerne genannt). Die Kernblockeinheiten werden wiederum jeweils längs geteilt (Teilung längs zur Kurbelwellenlängsachse), um entsprechend dem späteren verbleibenden Hohlraum geformte Innenkerne einbauen zu können. Auch beim Kernblock-Gießverfahren ist zu beachten, daß die Lagerung der Innenkerne, die zu Öffnungen der Außenkontur bei der fertig gegossenen Kurbelwelle führt, in Bereichen erfolgt, die nicht stark kräftebelastet sind, um die mechanische Stabilität der Kurbelwelle nicht zu mindern. Die Lagerung erfolgt an geeigneten Stellen über entsprechende Kernriegel bzw. Kernstützen. Geeignete Lagerungsorte sind insbesondere die Konturenbereiche der Massenausgleiche der Kurbelwelle. Die Innenkerne beidseits eines späteren Versteifungselementes können vorteilhafterweise miteinander verbunden sein, was zu lokalen Öffnungen in dem/den späteren Versteifungselement(en) führt. Wenn diese Öffnungen jedoch klein dimensioniert sowie richtig ausgebildet und angeordnet sind, behindern sie nicht den Kräftefluß. Die an den Stirnseiten der späteren Kurbelwelle angeordneten Innenkerne können an den seitlichen Rändern in der Außenform gelagert sein.Crankshafts for an engine with a higher number of cylinders (especially with six cylinders and more), in which the connecting rod trunnions are not in one plane, are produced according to a further advantageous embodiment of the invention in a core block casting process. In order to realize the different angular positions of the connecting rod journal and the cavity with stiffening element (s), the outer shape (block shape) for the outer contour shaping of the crankshaft according to the invention along the length of the shaft is divided longitudinally and transversely. The division transverse to the crankshaft longitudinal axis is required to realize the different angular positions of the connecting rod journal. The division of the cross creates several core block units (also called floor cores). The core block units are in turn each longitudinally divided (pitch along the crankshaft longitudinal axis) in order to install according to the later remaining cavity shaped inner cores can. The core-block casting process should also be noted that the storage of the inner cores, which leads to openings of the outer contour in the finished cast crankshaft, in areas that are not heavily loaded forces, so as not to reduce the mechanical stability of the crankshaft. The storage takes place at suitable places over appropriate core bars or core supports. Suitable storage locations are in particular the contour areas of the mass balances of the crankshaft. The inner cores on either side of a later stiffening element may advantageously be interconnected, resulting in local openings in the later stiffening element (s). However, if these openings are small in size and properly formed and arranged, they do not impede the flow of forces. The arranged on the end faces of the later crankshaft inner cores can be mounted on the lateral edges in the outer mold.

Das Prinzip des erfindungsgemäßen Kernblock-Gießverfahrens für die Herstellung einer erfindungsgemäßen Kurbelwelle beruht also darauf, daß die komplette Blockform gebildet wird, indem mehrere Kernblockeinheiten, die jede für sich wiederum längsgeteilt sind und in die entsprechende Innenkerne einmontiert sind, etagenartig übereinander gestapelt bzw. liegend nebeneinander angeordnet werden. Anschließend wird die Kurbelwelle auf konventionellem Wege gegossen. Der Kernstapel wird i.d.R. stehend gegossen, kann aber mit besonderen Vorkehrungen auch liegend gegossen werden. Die Kurbelwelle wird aus der Blockform entnommen, und das Kernmaterial der Innenkerne durch die Lagerungsöffnungen entfernt.The principle of the core block casting method according to the invention for the manufacture of a crankshaft according to the invention is thus based on the fact that the complete block form is formed by stacking several core block units, each longitudinally split and mounted in the corresponding inner cores, stacked one above the other or lying side by side to be ordered. Subsequently, the crankshaft is poured conventionally. The core stack is i.d.R. standing cast, but can also be cast lying with special precautions. The crankshaft is removed from the block mold, and the core material of the inner cores is removed through the bearing openings.

Es werden mehrere Kernblockeinheiten (Etagenkerne) in Längs- und Querteilung, je nach Ausführung der Konstruktion und Festlegung der Zündfolge, ausgeführt. Die erforderliche Stückzahl der Kernblockeinheiten hängt also von der jeweiligen Konzeption der Kurbelwelle bzw. des Motors ab. Durch den Aufbau der Blockform aus entsprechenden Kernblockeinheiten ist es möglich, Kurbelwellen mit jeder gewünschten Winkelstellung der Pleuel-Lagerzapfen zu erzeugen.There are several core block units (floor cores) in longitudinal and transverse distribution, depending on the design of the design and determination of the firing sequence executed. The required number of core block units thus depends on the respective Concept of the crankshaft or the engine from. By constructing the block mold from respective core block units, it is possible to produce crankshafts with any desired angular position of the connecting rod journal.

In einer vorteilhaften Ausführung der Erfindung sind die Öffnungen in den Massenausgleichen vorgesehen. Die Massenausgleiche sind Bereiche der Kurbelwelle, die mechanisch wenig beansprucht sind, d.h. in denen der aus den Zünddrücken der Zylinder resultierende Kräftefluß gering ist. D.h. beim Gießen erfolgt die Lagerung der Innenkerne im Bereich der späteren Massenausgleiche über entsprechende Kernriegel oder dergleichen. Öffnungen der Außenkontur der Kurbelwelle in diesen Bereichen schwächen nicht die mechanische Stabilität der Kurbelwelle. Alternativ könnten Öffnungen auch in Bereichen zwischen Kurbelwellenlagern und Massenausgleich vorgesehen sein. Öffnungen in den Massenausgleichen selbst haben jedoch den Vorteil, daß die Gefahr, daß beim Motorbetrieb spritzendes Öl in den Innenraum der Kurbelwelle eindringt, geringer ist bzw. daß ggf. doch eingetretenes Öl infolge der beim Motorbetrieb auftretenden Fliehkraft wieder herausgeschleudert wird. Vorzugsweise können die Öffnungen jeweils im unteren Bereich der Massenausgleiche ausgebildet sein, um diese Wirkung zu verstärken. Alternativ könnten die Massenausgleiche vorteilhaft auch seitlich geöffnet sein, und zwar an den Seiten, die nicht in Drehrichtung der Kurbelwelle liegen.In an advantageous embodiment of the invention, the openings are provided in the mass balancing. The mass balancers are areas of the crankshaft that are mechanically stressed, i. in which the resulting from the ignition pressures of the cylinder power flow is low. That During casting, the inner cores are stored in the area of the later mass balancing via corresponding core bolts or the like. Openings of the outer contour of the crankshaft in these areas do not weaken the mechanical stability of the crankshaft. Alternatively, openings could also be provided in areas between crankshaft bearings and mass balance. However, openings in the mass balances themselves have the advantage that the risk that penetrates during engine operation spurting oil in the interior of the crankshaft, is lower or that possibly yet occurred oil is ejected due to the centrifugal force occurring during engine operation again. Preferably, the openings may each be formed in the lower region of the mass balancing to increase this effect. Alternatively, the mass balancing could advantageously be opened laterally, on the sides that are not in the direction of rotation of the crankshaft.

Eine weitere vorteilhafte Maßnahme, um das Eindringen von Öl in den Hohlraum der Kurbelwelle zu verhindern, besteht darin, daß die Öffnungen eine spezielle Formgebung aufweisen (z.B. labyrinthartig, Abrißkanten an der Außenkontur des Massenausgleiches, veränderte Geometrie des Massenausgleiches (ungleiche Wangen) usw.), so daß der Eintritt von Öl in den Hohlraum verhindert wird.Another advantageous measure to prevent the ingress of oil into the cavity of the crankshaft, is that the openings have a special shape (eg labyrinthine, Abrißkanten on the outer contour of the mass balance, changed geometry of the mass balance (unequal Cheeks), etc.), so that the entry of oil into the cavity is prevented.

Gemäß einer vorteilhaften Weiterbildung der Erfindung sind die äußeren Ränder der Massenausgleiche verlängert ausgebildet, d.h. in Form von Abrißkanten realisiert. Durch diese Maßnahme wird an den Massenausgleichen anhaftendes Öl bei Rotation der Kurbelwelle durch die Fliehkraftwirkung zu den Abrißkanten gedrängt und weggeschleudert, so daß es nicht durch die Öffnungen in den Hohlraum der Kurbelwelle eindringen und dort zu Unwuchten führen kann.According to an advantageous embodiment of the invention, the outer edges of the mass balancing are formed extended, i. realized in the form of demolition edges. By this measure, adhering to the mass balancing oil is forced upon rotation of the crankshaft by the centrifugal force to the Abrißkanten and thrown off, so that it can not penetrate through the openings in the cavity of the crankshaft and can lead to imbalances there.

Gemäß einer vorteilhaften Ausführung der Erfindung verlaufen die Ölkanäle in einem Versteifungselement und sind nachträglich in die gegossene Kurbelwelle eingebracht, z.B. gebohrt. Derartige Ölkanäle können relativ schmal ausgeführt sein, so daß das betreffende Versteifungselement ebenfalls eine relativ geringe Breite aufweisen können/kann, was sich vorteilhaft auf die Reduktion des Kurbelwellengewichts auswirkt.According to an advantageous embodiment of the invention, the oil passages run in a stiffening element and are subsequently introduced into the cast crankshaft, e.g. drilled. Such oil passages can be made relatively narrow, so that the respective stiffening element can also have a relatively small width / can, which has an advantageous effect on the reduction of the crankshaft weight.

Gemäß einer alternativen, vorteilhaften Weiterbildung der Erfindung sind die Ölkanäle in Form von bei der Kurbelwellenherstellung eingegossenen Röhrchen ausgebildet. Derartige Röhrchen werden bei der Herstellung des betreffenden Innenkerns in diesen eingeschossen oder einmontiert. Ein derartiges Einbringen der Ölkanäle ist verfahrenstechnisch einfacher zu realisieren als ein nachträgliches Einbringen der Ölkanäle, und es fallen keine Bohrrückstände an. Ein weiterer Vorteil ist, daß der Ölkanal nicht in einem Versteifungselement verlaufen muß, so daß eine größere Freiheit bei der Ausbildung und Anordnung des versteifungselementes bzw. der Versteifungselemente gegeben ist.According to an alternative advantageous development of the invention, the oil passages are formed in the form of cast in the manufacture of crankshafts tube. Such tubes are injected or mounted in the production of the relevant inner core in this. Such introduction of the oil passages is procedurally easier to implement than a subsequent introduction of the oil passages, and there are no drilling residues. Another advantage is that the oil channel does not have to run in a stiffening element, so that a greater freedom in the design and arrangement of the stiffening element or the stiffening elements is given.

Gemäß einer weiteren alternativen, vorteilhaften Ausführung der Erfindung können bei der Kurbelwellenherstellung durch spezielle Kerne Hohlräume freigesparte sein, die später ein Ölreservoir für die Lagerschmierung bilden. Beispielsweise durch nachträglich eingebrachte Bohrungen können die Verbindungen zu den betreffenden Lagern hergestellt sein.According to a further alternative, advantageous embodiment of the invention, cavities can be freed in crankshaft production by special cores, which later form an oil reservoir for bearing lubrication. For example, by subsequently introduced holes, the compounds can be made to the respective camps.

Ferner wird die oben genannte Aufgabe erfindungsgemäß gelöst durch ein Verfahren zur Herstellung einer erfindungsgemäßen, in einem konventionellen Gießverfahren mit verlorener Form hohlgegossenen Kurbelwelle mit durchgängigem Versteifungelement mit den im kennzeichnenden Teil des Anspruches 11 angegebenen Merkmalen. Die einzelnen Verfahrensmaßnahmen wurden weiter oben bereits beschrieben.Furthermore, the above object is achieved by a method for producing a crankshaft according to the invention, hollow-cast in a conventional casting process with lost shape with continuous stiffening element with the features specified in the characterizing part of claim 11. The individual procedural measures have already been described above.

Für das Vorsehen von Ölkanälen in der Kurbelwelle gibt es mehrere Möglichkeiten: Für spätere Ölkanäle können gemäß einer ersten vorteilhaften Variante an entsprechenden Stellen in die Innenkerne Röhrchen eingearbeitet werden, die beim Gießen der Welle mit eingegossen werden. In einer zweiten vorteilhaften Variante werden die Ölkanäle in die gegossene Kurbelwelle durch mechanische, spanabhebende Bearbeitung eingebracht, z.B. gebohrt. Ferner besteht die vorteilhafte Möglichkeit, durch Einlegen von Kernen Hohlräume freizusparen, die später als Ölreservoir für die Lagerschmierung dienen.For the provision of oil passages in the crankshaft, there are several possibilities: For later oil passages can be incorporated according to a first advantageous variant at appropriate points in the inner cores tubes, which are poured during casting of the shaft. In a second advantageous variant, the oil passages are introduced into the cast crankshaft by mechanical machining, e.g. drilled. Furthermore, there is the advantageous possibility of releasing cavities by inserting cores, which later serve as an oil reservoir for the bearing lubrication.

Die oben genannte Aufgabe wird darüber hinaus erfindungsgemäß gelöst mit einer Blockform mit den im kennzeichnenden Teil des Anspruches 14 angegebenen Merkmalen. Eine erfindungsgemäße Blockform wurde weiter oben bereits beschrieben.The above object is also achieved according to the invention with a block mold with the features specified in the characterizing part of claim 14. A block form according to the invention has already been described above.

In den Zeichnungen sind exemplarisch Ausführungsbeispiele einer erfindungsgemäßen Kurbelwelle dargestellt. Es zeigen:

Fig. 1
einen schematischen Querschnitt durch einen Pleuel-Lagerzapfen einer erfindungsgemäßen Kurbelwelle,
Fig. 2
einen schematischen Querschnitt durch eine Kurbelwange mit Massenausgleich der erfindungsgemäßen Kurbelwelle,
Fig. 2a
einen ausschnittsweisen Schnitt entsprechend der Linie X-X aus Fig. 2,
Fig. 3
einen schematischen Querschnitt durch einen Kurbelwellen-Lagerzapfen der erfindungsgemäßen Kurbelwelle,
Fig. 4
eine Abwandlung zu Fig. 2,
Fig. 5
eine erfindungsgemäße Blockform im schematischen Längsschnitt und
Fig. 6
die Blockform aus Fig. 5 im schematischen Querschnitt.
Exemplary embodiments of a crankshaft according to the invention are shown in the drawings. Show it:
Fig. 1
a schematic cross section through a connecting rod journal of a crankshaft according to the invention,
Fig. 2
a schematic cross section through a crank arm with mass balance of crankshaft according to the invention,
Fig. 2a
a sectional section along the line XX of FIG. 2,
Fig. 3
a schematic cross section through a crankshaft journal of the crankshaft according to the invention,
Fig. 4
a modification to Fig. 2,
Fig. 5
a block form according to the invention in a schematic longitudinal section and
Fig. 6
the block shape of Fig. 5 in schematic cross section.

Die in den Fig. 1 bis 3 ausschnittsweise dargestellte gegossene hohle Kurbelwelle 1 weist Kurbelwellen-Lagerzapfen 2 für die Lagerung der Kurbelwelle 1 in Wellenlagern, Pleuel-Lagerzapfen 3 für die Lagerung von Pleuelstangen in Pleuellagern, Kurbelwangen 4, Massenausgleiche 4a und Ölkanäle auf. Die Ölkanäle, die in dem gezeigten Ausführungsbeispiel nicht dargestellt sind, da sie hier nachträglich durch mechanische, spanabhebende Bearbeitung in das Gußteil eingebracht werden, verlaufen jeweils vom Außenumfang 6 eines Kurbelwellen-Lagerzapfens 2 zum Außenumfang 7 eines Pleuel-Lagerzapfens 3 und dienen der Lagerschmierung. Alternativ könnten die Ölkanäle auch in Form eingegossener Rohre ausgebildet sein.The illustrated in Figs. 1 to 3 fragmentary cast hollow crankshaft 1 has crankshaft journal 2 for the bearing of the crankshaft 1 in shaft bearings, connecting rod journal 3 for the storage of connecting rods in connecting rod bearings, crank arms 4, mass balances 4a and oil passages. The oil channels, which are not shown in the illustrated embodiment, since they are subsequently introduced here by mechanical, machining in the casting, each extending from the outer periphery 6 of a crankshaft journal 2 to the outer periphery 7 of a connecting rod journal 3 and serve the bearing lubrication. Alternatively, the oil passages could also be formed in the form of cast-in tubes.

Die Kurbelwelle 1 ist in einem konventionellen Gießverfahren mit verlorener fester Außenform und in diese eingelagerten Gießkernen - und zwar hier vorteilhaft in einem Kernblock-Gießverfahren - hohlgegossen und weist, wie insbesondere durch eine Zusammenschau der Fig. 1, 2 und 3 zu erkennen ist, einen Hohlraum 8 auf, der sich über einen Pleuel-Lagerzapfen 3, eine Kurbelwange 4 und einen Kurbelwellen-Lagerzapfen 2 hinweg erstreckt. In dem Hohlraum 8 ist zur Erhöhung der mechanischen Belastbarkeit, insbesondere der Torsions- und Biegesteifigkeit, der Kurbelwelle 1 ein durchgängiges Versteifungselement 9 vorgesehen, das von dem Pleuel-Lagerzapfen 3 (vgl. Fig. 1) über die daran angrenzende Kurbelwange 4 (vgl. Fig. 2) zu dem benachbaren Kurbelwellen-Lagerzapfen 2 (vgl. Fig. 3) durchgängig verläuft.The crankshaft 1 is in a conventional casting process with lost solid external shape and in this embedded cores - and in this case advantageously in a core block casting process - Hollow and has, as can be seen in particular by a synopsis of Fig. 1, 2 and 3, a cavity 8, which extends over a connecting rod journal 3, a crank arm 4 and a crankshaft journal 2 away. In the cavity 8, a continuous stiffening element 9 is provided to increase the mechanical strength, in particular the torsional and bending stiffness, of the crankshaft 1, which of the connecting rod journal 3 (see Fig. 1) via the adjacent thereto crank arm 4 (see. 2) to the adjacent crankshaft journal 2 (see Fig. 3) is continuous.

In dem Ausführungsbeispiel ist in dem Hohlraumbereich "Pleuel-Lagerzapfen angrenzende Kurbelwange - benachbarter Kurbelwellen-Lagerzapfen" ein in Längsrichtung durchgängiges Versteifungselement 9 vorgesehen, das im wesentlichen mittig im Hohlraum 8 angeordnet ist. Das durchgängige Versteifungselement 9 ist hier vorteilhaft wandartig ausgebildet, d.h. es verläuft von einer Seite der Hohlraumwandung zur gegenüberliegenden Seite der Hohlraumwandung. Je nach Belastungsanforderungen könnten alternativ auch mehrere durchgängige Versteifungselemente 9 vorgesehen sein, wobei nicht immer ein mittig angeordnetes Versteifungselement erforderlich ist. Ferner könnten zur Stabilitätserhöhung zusätzlich zu mindestens einem durchgängigen Versteifungselement 9 auch nichtdurchgängige Versteifungselemente vorgesehen sein. Quer zum Längsverlauf des Versteifungselementes 9 können in dem Versteifungselement gießtechnisch bedingte Öffnungen ausgebildet sein.In the embodiment, in the cavity area "connecting rod journal adjacent crankshaft - adjacent crankshaft journal" a longitudinally continuous stiffening element 9 is provided, which is arranged substantially centrally in the cavity 8. The continuous stiffening element 9 is advantageously formed here wall-like, i. it extends from one side of the cavity wall to the opposite side of the cavity wall. Depending on the load requirements, alternatively, a plurality of continuous stiffening elements 9 could be provided, whereby not always a centrally arranged stiffening element is required. Furthermore, in addition to at least one continuous stiffening element 9, non-continuous stiffening elements could also be provided to increase the stability. Transverse to the longitudinal course of the stiffening element 9 may be formed in the stiffening element casting technology related openings.

Dem durchgängigen, hier als Wand ausgebildeten Versteifungselement 9 kommt eine große Bedeutung für die Erhöhung der Torsions- und Biegesteifigkeit der Kurbelwelle 1 zu. Durch die Ausbildung und Anordnung des Versteifungselementes 9 wird beim Motorbetrieb ein gezielter Kraftfluß bewirkt, der von dem Pleuel-Lagerzapfen 3 die Belastungen, die aus den Zünddrücken des dem Zapfen zugeordneten Zylinders resultieren, über die angrenzende Kurbelwange 4 gezielt in Richtung auf den benachbarten Kurbelwellen-Lagerzapfen 2 abführt. Um von einem Pleuel-Lagerzapfen 3 einen möglichst gleichmäßigen Kraftfluß zu erzielen, ist es vorteilhaft, wenn sich der Hohlraum von dem Pleuel-Lagerzapfen 3 aus in beide Richtungen zu dem linken und rechten benachbarten Kurbelwellen-Lagerzapfen 2 erstreckt und das Versteifungelement 9 entsprechend von dem Pleuel-Lagerzapfen 3 aus durchgängig zu dem linken und rechten benachbarten Kurbelwellen-Lagerzapfen 2 verläuft.The continuous, designed here as a wall stiffening element 9 is of great importance for increasing the torsional and bending stiffness of the crankshaft 1. By the Training and arrangement of the stiffening element 9, a targeted power flow is effected during engine operation, of the connecting rod journal 3, the loads resulting from the firing pressures of the pin associated cylinder, via the adjacent crank arm 4 targeted in the direction of the adjacent crankshaft journal 2 dissipates. In order to achieve the most uniform flow of power possible from a connecting rod journal 3, it is advantageous if the cavity extends from the connecting rod journal 3 in both directions to the left and right adjacent crankshaft journal 2 and the stiffening element 9 accordingly from the Connecting rod journal 3 from consistently to the left and right adjacent crankshaft journal 2 extends.

Ferner ist insbesondere in Fig. 2 zu erkennen, daß eine gießtechnisch bedingte Öffnung (Kernöffnung) 10 in dem mechanisch weniger stark belasteten Konturenbereich des Massenausgleiches 4a vorgesehen ist, und die Kurbelwelle 1 eine ansonsten im wesentlichen geschlossene Außenkontur aufweist. Dadurch weist die erfindungsgemäße Kurbelwelle 1 eine hohe mechanische Stabilität auf, d.h. durch die Öffnung wird die Torsions- und Biegesteifigkeit der Kurbelwelle 1 nicht vermindert. Die Öffnung 10 ist dadurch bedingt, daß für die Hohlraumausbildung im konventionellen Gießverfahren Innenkerne benötigt werden, die in der Außenform über Kernstützen, Kernriegel oder dergleichen gelagert werden müssen. Außerdem wird die Kurbelwelle 1 über die Öffnungen 10 nach dem Gießen rückstandsfrei entkernt.Furthermore, it can be seen in particular in Fig. 2 that a casting-related conditional opening (core opening) 10 is provided in the mechanically less heavily loaded contour region of the mass balance 4a, and the crankshaft 1 has an otherwise substantially closed outer contour. As a result, the crankshaft 1 according to the invention has a high mechanical stability, i. through the opening, the torsional and bending stiffness of the crankshaft 1 is not reduced. The opening 10 is due to the fact that inner cores are required for the cavity formation in the conventional casting process, which must be stored in the outer shape of the core supports, core bars or the like. In addition, the crankshaft 1 is gutted without residue on the openings 10 after casting.

Die Öffnung 10 ist in dem gezeigten Ausführungsbeispiel (Fig. 2) vorzugsweise im unteren Bereich 11 des Massenausgleiches 4a ausgebildet. Diese Anordnung ist vorteilhaft, da hier die Gefahr gering ist, daß Öl in den Innenraum der Kurbelwelle gelangt, was zu Unwuchten führen kann. Ggf. eingedrungenes Öl wird infolge der rotationsbedingten Fliehkraft wieder aus dem Hohlraum 8 herausgeschleudert und kann sich nicht ansammeln. Die Kernöffnung 10 erstreckt sich hier im wesentlichen über die gesamte Breite des Massenausgleiches 4a. Alternativ könnte auch eine kleinere Kernöffnung oder mehrere kleine Kernöffnungen vorgesehen sein.The opening 10 is preferably formed in the illustrated embodiment (FIG. 2) in the lower region 11 of the mass balance 4a. This arrangement is advantageous because the risk is low that oil enters the interior of the crankshaft, which can lead to imbalances. Possibly. penetrated oil is due to the centrifugal force due to rotation again ejected from the cavity 8 and can not accumulate. The core opening 10 extends here substantially over the entire width of the mass balance 4a. Alternatively, a smaller core opening or a plurality of small core openings could also be provided.

Um die Gefahr des Eindringens von Öl weiter zu verringern, sind in dem Ausführungsbeispiel weitere vorteilhafte Maßnahmen realisiert. Zum einen sind die vordere Wange 4aa und die hintere Wange 4ab des Massenausgleiches 4a unterschiedlich lang ausgebildet, so daß bei einer Rotation der Kurbelwelle entsprechend der Pfeilrichtung 12 ein Freiraum 13 (eine Art "Windschatten") am unteren Rand des Massenausgleiches 4a entsteht und Öl von der Kernöffnung 10 abgelenkt wird. Zum anderen sind die äußeren Ränder 14 des Massenausgleiches 4a verlängert und spitz zulaufend ausgebildet, so daß definierte Abrißkanten 15 entstehen (vgl. Fig 2a). Anhaftendes Öl wird an den Abrißkanten 15 bei Rotation der Welle gezielt weggeschleudert, so daß es nicht in den Hohlraum 8 eindringen kann. Eine weitere vorteilhafte Maßnahme, das Eindringen von Öl zu verhindern, ist in Fig. 4 angedeutet. Hier sind mehrere Öffnungen 10 im unteren Bereich 11 des Massenausgleiches 4a vorgesehen, die derart gestaltet sind, daß das Eindringen von Öl erschwert ist, und zwar sind hier ölabwehrende Zusatzrippen 16 vorgesehen. Zahlreiche weitere vorteilhafte Maßnahmen zum Verringern der Öleindringgefahr sind möglich.In order to further reduce the risk of oil penetration, further advantageous measures are implemented in the exemplary embodiment. On the one hand, the front cheek 4aa and the rear cheek 4ab of the mass balance 4a are of different lengths, so that upon rotation of the crankshaft corresponding to the direction of arrow 12, a clearance 13 (a kind of "slipstream") is formed at the bottom of the mass balance 4a and oil from the core opening 10 is deflected. On the other hand, the outer edges 14 of the mass balance 4a are extended and formed tapering, so that defined Abrißkanten 15 arise (see Fig. 2a). Adhering oil is selectively ejected at the Abrißkanten 15 upon rotation of the shaft so that it can not penetrate into the cavity 8. Another advantageous measure to prevent the penetration of oil is indicated in Fig. 4. Here, a plurality of openings 10 are provided in the lower region 11 of the mass balance 4a, which are designed such that the penetration of oil is difficult, and here oil-repellent additional ribs 16 are provided. Numerous other advantageous measures for reducing the Ölindringgefahr are possible.

Die nicht abgebildeten Abschnitte der Kurbelwelle 1 sind vorzugsweise entsprechend dem vorstehend Beschriebenen ausgebildet.The non-illustrated portions of the crankshaft 1 are preferably formed according to the above.

Die Erfindung wurde in dem Ausführungsbeispiel exemplarisch für eine mögliche Art einer mit einem konventionellen Gießverfahren hohlgegossenen Kurbelwelle 1 beschrieben. Dabei handelt es sich jedoch nur um eine konkrete Möglichkeit, um für einen Motor die erforderliche Stabilität seiner Kurbelwelle 1 zu erhalten. Auch andere Variationen von Anzahl, Art, Ausbildung und Anordnung von Versteifungselementen 9 können zum gleichen Erfolg führen. Diese Faktoren lassen sich durch FE-Berechnungen ermitteln.In the exemplary embodiment, the invention has been described by way of example for a possible type of crankshaft 1 hollowly cast with a conventional casting method. However, this is only a concrete possibility to obtain the required stability of its crankshaft 1 for an engine. Other variations of number, type, design and arrangement of stiffening elements 9 can lead to the same success. These factors can be determined by FE calculations.

Eine erfindungsgemäße Kernblockform (Blockform) 17 zum Herstellen einer erfindungsgemäßen Kurbelwelle 1 im Kernblock-Gießverfahren ist in den Fig. 5 und 6 dargestellt. Dabei ist die in Fig. 5 dargestellte Sechszylinder-Kurbelwelle 1 rein exemplarisch zu verstehen. Zu erkennen ist, daß die Blockform 17 längs und quer geteilt ausgebildet ist. Und zwar sind durch Querteilung an den Schnittlinien A-A, B-B mehrere Kernblockeinheiten 18a, 18b, 18c (hier exemplarisch drei Stück) gebildet. Durch die Querteilung und Anordnungsfreiheit der Kernblockeinheiten 18 lassen sich beliebige Winkelstellungen der Pleuel-Lagerzapfen 3 realisieren. Die Kernblockeinheiten 18 sind wiederum jeweils längsgeteilt (entsprechend den Schnittlinien C-C in Fig. 5 bzw. D-D, E-E, F-F in Fig. 6). Durch die Längsteilung lassen sich in die Kernblockeinheiten 18 Innenkerne einbauen zur Ausbildung des Hohlraumes 8 und zur Ausgestaltung des Versteifungselementes 9. Die Innenkerne sind in den Konturenbereichen der Massenausgleiche 4a in der Außenform gelagert.An inventive core block form (block mold) 17 for producing a crankshaft 1 according to the invention in the core block casting method is shown in FIGS. 5 and 6. Here, the six-cylinder crankshaft 1 shown in Fig. 5 is purely exemplary to understand. It can be seen that the block mold 17 is formed longitudinally and transversely divided. In fact, a plurality of core block units 18a, 18b, 18c (here by way of example three) are formed by transverse division at the cutting lines A-A, B-B. Due to the transverse division and arrangement freedom of the core block units 18 can be any angular positions of the connecting rod journal 3 realize. The core block units 18 are in turn each longitudinally divided (corresponding to the sectional lines C-C in Fig. 5 and D-D, E-E, F-F in Fig. 6). Due to the longitudinal division, inner cores can be built into the core block units 18 to form the cavity 8 and to form the stiffening element 9. The inner cores are mounted in the outer regions in the contour regions of the mass compensations 4a.

Nach Montage der Innenkerne werden die Hälften der Kernblockeinheiten 18 jeweils zusammengefügt und die Kernblockeinheiten 18 in dem Ausführungsbeispiel etagenartig übereinander gestapelt, so daß eine Blockform 17 entsprechend Fig. 5 gebildet wird. Anschließend wird die Kurbelwelle 1 auf konventionellem Wege hier stehend gegossen. Die Kurbelwelle 1 wird aus der Blockform 17 entnommen, und das Kernmaterial der Innenkerne durch die Lagerungsöffnungen entfernt.After assembling the inner cores, the halves of the core block units 18 are respectively assembled and the core block units 18 stacked one above another in the embodiment so that a block mold 17 as shown in FIG. 5 is formed becomes. Subsequently, the crankshaft 1 is poured standing here in a conventional manner. The crankshaft 1 is removed from the block mold 17, and the core material of the inner cores removed through the storage openings.

Die in Fig. 5 und 6 abgebildete Anzahl an Kernblockeinheiten 18 und die dargestellten Winkelstellungen der Pleuel-Lagerzapfen 3 bei der gezeigten Kurbelwelle 1 sind beispielhaft zu werten. Erfindungsgemäß werden mehrere Kernblockeinheiten (Etagenkerne) 18 in Längs- und Querteilung, je nach Ausführung der Konstruktion und Festlegung der Zündfolge, ausgeführt. Die erforderliche Stückzahl der Kernblockeinheiten 18 hängt also von der jeweiligen Konzeption der Kurbelwelle 1 bzw. des Motors ab und variiert daher von Kurbelwelle zu Kurbelwelle. Durch den Aufbau der Blockform 17 aus einer beliebigen zweckmäßigen Anzahl von Kernblockeinheiten 18 ist es möglich, Kurbelwellen 1 mit jeder gewünschten Winkelstellung der Pleuel-Lagerzapfen 3 zu erzeugen.The illustrated in Fig. 5 and 6 number of core block units 18 and the illustrated angular positions of the connecting rod journal 3 in the crankshaft 1 shown are exemplary. According to the invention, a plurality of core block units (floor cores) 18 in longitudinal and transverse distribution, depending on the design of the design and determination of the firing order executed. The required number of core block units 18 thus depends on the respective design of the crankshaft 1 and the engine and therefore varies from crankshaft to crankshaft. By constructing the block mold 17 from any convenient number of core block units 18, it is possible to produce crankshafts 1 with any desired angular position of the connecting rod journal 3.

BezugszeichenlisteLIST OF REFERENCE NUMBERS

11
Kurbelwellecrankshaft
22
Kurbelwellen-LagerzapfenCrankshaft journal
33
Pleuel-LagerzapfenConnecting rod bearing journals
44
Kurbelwangecrank web
4a4a
Massenausgleichmass balance
4aa4aa
vordere Wange von 4afront cheek of 4a
4ab4ab
hindere Wange von 4ahind cheek of 4a
66
Außenumfang von 2Outer circumference of 2
77
Außenumfang von 3Outer circumference of 3
88th
Hohlraumcavity
99
Versteifungselementstiffener
1010
Öffnung, KernöffnungOpening, core opening
1111
unterer Bereich von 4alower area of 4a
1212
Pfeilrichtungarrow
1313
Freiraumfree space
1414
äußerer Rand von 4aouter edge of 4a
1515
Abrißkantetearing edge
1616
Zusatzrippeadditional rib
1717
Blockformblock form
1818
Kernblockeinheiten (18a, 18b, 18c)Core block units (18a, 18b, 18c)
A-AA-A
Querteilung von 17Cross distribution of 17
B-BB-B
Querteilung von 17Cross distribution of 17
C-CC-C
Längsteilung von 18 (allgemein)Longitudinal division of 18 (general)
D-DD D
Längsteilung von 18aLongitudinal division of 18a
E-EE-E
Längsteilung von 18bLongitudinal division of 18b
F-FF-F
Längsteilung von 18cLongitudinal division of 18c

Claims (14)

  1. A cast hollow crankshaft with crankshaft bearing journals (2), big end bearing journals (3), crank webs (4), mass balances (4a), oil ducts (5), each of which run from the outer circumference (6) of a crankshaft bearing journal (2) to the outer circumference (7) of a bid end bearing journal (3) and serve to lubricate the bearings, and with a cavity (8) which extends through a crankshaft bearing journal (2), a crank web (4) and a big end bearing journal (3),
    wherein the crankshaft (1) is hollow cast in a conventional lost mould casting process in which solid casting cores are mounted in a solid outer mould,
    wherein a continuous stiffening element (9) is provided in the cavity (8) for increasing the mechanical loading capacity, in particular the torsional and bending stiffness, of the crankshaft (1), which element runs continuously from a big end bearing journal (3) via an adjoining crank web (4) to an adjacent crankshaft bearing journal (2), and
    wherein openings (10) required by the casting process are provided in the contour regions of the mass balances (4a) subjected to lower mechanical loads, and the crankshaft (1) has an otherwise essentially closed outer contour.
  2. The cast hollow crankshaft according to Claim 1,
    wherein the crankshaft (1) is cast in the shell casting process.
  3. The cast hollow crankshaft according to Claim 1,
    wherein the crankshaft (1) is cast in the core block casting process.
  4. The cast hollow crankshaft according to one of the preceding claims,
    wherein the openings (10) are formed in the lower region (11) of the mass balances (4a).
  5. The cast hollow crankshaft according to one of the preceding claims,
    wherein the openings (10) are designed in such a manner that the ingress of oil into the cavity (8) is prevented.
  6. The cast hollow crankshaft according to one of the preceding claims,
    wherein the outer edges (14) of the mass balances (4a) are provided in the form of tear-off edges (15).
  7. The cast hollow crankshaft according to one of the preceding claims,
    wherein several stiffening elements are provided in the cavity (8).
  8. The cast hollow crankshaft according to Claim 7,
    wherein the stiffening elements are formed in the form of a rib, a bridge, a strut, a wall or the like.
  9. The cast hollow crankshaft according to one of the preceding claims,
    wherein the oil ducts are designed in the form of tubes cast in during production of the crankshaft.
  10. The cast hollow crankshaft according to one of Claims 1 to 8,
    wherein the oil ducts run in a stiffening element (9) and are subsequently introduced into the cast crankshaft (1) .
  11. A method for producing a crankshaft (1) according to the invention with a continuous stiffening element (9) hollow cast in a conventional lost mould casting process, according to one of Claims 1 to 10,
    characterised in that
    for casting the crankshaft (1) in the core block casting process inner cores for shaping the cavity and for forming the stiffening element (9), which runs continuously from a big end bearing journal (3) via an adjoining crank web (4) to an adjacent crankshaft bearing journal (2), are installed in core block units (18), which have been formed by a division of the mould transversely to the longitudinal extension of the crankshaft and which have in turn been divided longitudinally to the longitudinal extension of the crankshaft in each case, wherein the inner cores are mounted by means of core locks or the like in regions of the subsequent crankshaft which, during engine operation, are subjected to lower mechanical loads - preferably in the contour regions of the mass balances (4a) -,
    the core block units (18) are joined together to form the complete block mould (17), and
    the crankshaft (1) is then cast.
  12. The method according to Claim 11,
    characterised in that
    tubes are installed or injected into the inner cores at suitable points for the subsequent oil ducts.
  13. The method according to Claim 11,
    characterised in that
    the oil ducts are introduced into the cast crankshaft (1) by mechanical cutting machining, preferably by drilling.
  14. An block mould for producing a crankshaft (1) according to the invention hollow cast in the core block casting process, with a continuous stiffening element (9), according to one of Claims 1 to 10,
    characterised in that
    the block mould (17) is designed so that it is subdivided into several core block units (18) transversely to the longitudinal extension of the crankshaft,
    in that the core block units (18) are designed so that they are in turn divided longitudinally to the longitudinal extension of the crankshaft in each case,
    and in that corresponding inner cores are installed in the core block units (18) for shaping the cavity and for forming the stiffening element (9), wherein the cores are mounted in the contour regions of the mass balances (4a).
EP05762854A 2004-05-25 2005-05-23 Cast, hollow crankshaft Not-in-force EP1751438B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004026058A DE102004026058B3 (en) 2004-05-25 2004-05-25 Cast hollow crankshaft
PCT/DE2005/000952 WO2005116464A1 (en) 2004-05-25 2005-05-23 Cast, hollow crankshaft

Publications (2)

Publication Number Publication Date
EP1751438A1 EP1751438A1 (en) 2007-02-14
EP1751438B1 true EP1751438B1 (en) 2008-01-02

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Application Number Title Priority Date Filing Date
EP05762854A Not-in-force EP1751438B1 (en) 2004-05-25 2005-05-23 Cast, hollow crankshaft

Country Status (4)

Country Link
EP (1) EP1751438B1 (en)
AT (1) ATE382799T1 (en)
DE (2) DE102004026058B3 (en)
WO (1) WO2005116464A1 (en)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005056280A1 (en) 2005-11-24 2007-05-31 R.A.E.-Gmbh Cast hollow crankshaft
FR2957281B1 (en) * 2010-03-12 2012-03-16 Peugeot Citroen Automobiles Sa PROCESS FOR MANUFACTURING A HOLLOW CRANKSHAFT, THE HOLLOW CRANKSHAFT OBTAINED THEREBY AND A MOTOR EQUIPPED WITH SAID CRANKSHAFT
CN111911520B (en) * 2020-06-28 2022-03-25 如皋市宏茂铸钢有限公司 Wind driven generator main shaft forging and preparation process thereof

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE678539C (en) * 1934-02-11 1939-07-21 Edmund Rumpler Dr Ing Crankshaft for piston engines
GB481928A (en) * 1936-08-22 1938-03-21 Gustav Meyer Cast crank shaft
DE1022426B (en) * 1954-01-22 1958-01-09 Daimler Benz Ag Cast hollow crankshaft
GB2143615A (en) * 1983-07-19 1985-02-13 Ford Motor Co Crankshaft
DE4239691A1 (en) * 1992-11-26 1994-06-01 Joachim Dr Ing Yi Crankshaft for Otto-cycle and Diesel engines - is made from lightweight plates and tubes with horizontal oil pipe through journals.
DE19536349C1 (en) * 1995-09-29 1997-04-30 Porsche Ag Crank shaft welded from single elements each with crank web
DE19612678A1 (en) * 1996-03-29 1997-10-02 Audi Ag Method of producing cast piece
DE10140332C1 (en) * 2001-08-16 2003-04-24 Daimler Chrysler Ag lightweight crankshaft
DE10254951B4 (en) * 2002-11-26 2004-11-18 R.A.E.-Gmbh Cast crankshaft

Also Published As

Publication number Publication date
DE102004026058B3 (en) 2006-03-09
WO2005116464A1 (en) 2005-12-08
DE502005002420D1 (en) 2008-02-14
EP1751438A1 (en) 2007-02-14
ATE382799T1 (en) 2008-01-15

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